Position paper on the inclusion of light commercial vehicles and trucks within the scope of the proposed GTR on pole side-impact protection.

Analysis of Australian National Crash In-Depth Study (ANCIS) data with regard to pole side impact cases by angle of impact.

Progress report for presentation to the December 2011 session of the Working Party on Passive Safety.

Paired comparisons of 29 km/h perpendicular and 32 km/h oblique pole side impact tests with WorldSID 50th percentile adult male ATDs.

Presentation on the effect of various impact alignment tolerances on test results.

Working draft of the proposed GTR on pole side-impact protection (PSI), presented to the Working Party on Passive Safety to solicit comments and input to the PSI informal group.

Status of the informal group developing procedures for the certification and use of biofidelic rear impact dummies (BioRID) within GTR 7 on head restraints.

Text of the proposed new regulation on pole side impact prepared by Australia on behalf of the GRSP expert group on Pole Side Impact (PSI). Text in brackets remains to be added and/or developed further by the PSI expert group under GRSP guidance.

Draft text for a global technical regulation on pole side-impact protection, including markup of revisions from the earlier text.

Proposal to correct and refine the draft global technical regulation on pole side-impact protection (document GRSP/2013/7) by the chair of the PSI informal working group.

Draft GTR presented for consideration to the Working Party on Passive Safety.

New pole side impact GTR presented as a prelude to its formal presentation for an adoption vote at the November 2013 WP.29 session.

Document raising concerns that the current draft of the proposed UN Regulation 0 on whole vehicle type approvals would impose new mutual recognition requirements beyond the current 1958 Agreement.

Australian proposal to allow for a “not to apply at this time” notification rather than the current term expressing “disagreement”. Australia notes that a Contracting Party can perfectly agree with a regulation, but be unable to implement it until a date later than the UN date of “entry into force”.

Guidebook for the installation and use of emergency warning lamps (such as flashing lights used on police, ambulance, and other emergency vehicles as well as on construction and other heavy equipment).

Proposal to replace the term “climate of trust” with a “risk assessment methodology” in addressing conformity of production assessments.

Comments from Australia and the UK on the draft “Proposal for Revision 3 of the 1958 Agreement”.

Australia and the UK propose:

• New text for Article 4 (rights and obligations in cases of a non-conforming approval to a UN regulation), particularly to clarify the terminology used (threat to road safety or to the environment….) and to strengthen the provisions;
• New text in Schedule 7, Section 5 to allow the granting of individual “exemption approvals” without committing Contracting Parties to accept such approvals within their own market;
• Changes to Article 3 to clarify that the acceptance of a UN regulation that has been applied is also subject to it meeting any discretionary options allowed for within the regulation;
• Changes to Article 8 so that approvals issued by a CP automatically cease to be valid after a defined period should the CP withdraw from the Agreement; and
• UK acceptance of text proposed by Australia to address CP’s that do not have approval authorities.

Draft version of the proposed UN Regulation that would transpose Global Technical Regulation No. 14 on pole side-impact protection into the type-approval system of the 1958 Agreement. This draft is presented for informational purposes only pending submission of a final document for consideration by the GRSP.

Draft text transposing GTR No. 14 on pole side impact protection into a UN Regulation under the 1958 Agreement. A proposal for the 01 series of amendments (document GRSP/2014/12) has also been prepared to enable the Contracting Parties applying this Regulation to require a vehicle-to-pole impact speed of 32 ±1 km/h regardless of the “vehicle width”.

Proposal for a 01 series of amendments to the proposed new UN Regulation on the approval of vehicles with regard to their pole side impact performance to enable Contracting Parties applying this new regulation to require a vehicle-to-pole impact speed of 32 ±1 km/h regardless of the “vehicle width”.

Proposal to define procedures for resolving differences in cases where a Contracting Party determines that a product approved by another Contracting Party does not conform with the requirements of the regulation under which it was approved.

Explanations from Japan and Australia concerning specific vehicle marking requirements relevant to the development of the UN regulation to govern international whole vehicle type approvals.

Revisions to the draft regulation on international whole vehicle type approvals.

Presentation of Australian concerns over incompatibilities between its local requirements for top-tether anchorages in child restraint systems and the provisions of UN R14. Since it wishes to participate fully in the IWVTA system, Australia proposes that UN R14 be transferred from the IWVTA List A (single global requirement) to List B (multiple requirements to account for regional differences). Australia also can thus accept UN R16 (occupant restraint systems) on List A. Australia needs more time to reach a position on UN R10 (electromagnetic compatibility).

Explanation of the steps taken to transpose the provisions of GTR No. 14 into a type-approval UN Regulation on pole side-impact protection, including discussion of the scope, impact side, treatment of hydrogen vehicles, and proposal for a 01 series of amendments that would entail a 26 km/h impact speed for narrow vehicles initially before the amendments would bring narrow vehicles into line with other vehicles at 32 km/h.

Proposal for a new UN Regulation transposing the requirements of the UN Global Technical Regulation on pole side impact (GTR No. 14). This proposal is accompanied by a proposal for a 01 series of amendments (documentGRSP/2014/12) that would enable Contracting Parties applying this Regulation to require a vehicle-to-pole impact speed of 32 ± 1 km/h regardless of the “vehicle width”. This proposal supersedes the earlier version presented in document GRSP/2014/9.

Annotated update of the first draft of the proposed UN R0 on whole vehicle type approvals.

Draft proposal transposing the provisions of the pole side-impact protection Global Technical Regulation into a UN Regulation as approved by the Working Party on Passive Safety (document GRSP/2014/9, as amended by Annex VII to the report of the 55th GRSP session). This proposal is submitted with a request for guidance on the use of references to an ISO Standard (ISO 15830:2013) instead of preparing an Addendum to the Mutual Resolution No. 1 (M.R.1.) for the WorldSID 50th male specifications.

Proposal for an 01 series of amendments to the proposed new UN Regulation on pole side-impact protection (transposing GTR No. 14). This proposal would permit contracting parties to to require a vehicle-to-pole impact speed of 32 ± 1 km/h regardless of the “vehicle width” and is based upon document GRSP/2014/12 and amends the draft PSI regulation as proposed in document WP.29/163/14. The Working Party on Passive Safety approved this proposal provided that Australia would seek guidance on its transitional provisions (since this amendment would, in principle, be adopted at the same time as the original PSI regulation at the November 2014 WP.29 session). This draft incorporates comments from Germany, Japan, and OICA received after the GRSP 55th session.

Explanatory document on the deliberations and outstanding issues concerning the draft UN Regulation and its proposed 01 series of amendments. These issues concern the references to an ISO standard and transitional provisions for the amendment.

Proposal for a 01 series of amendments to the proposed new UN Regulation on the approval of vehicles with regard to their pole side impact performance to enable Contracting Parties applying this new regulation to require a vehicle-to-pole impact speed of 32 ±1 km/h regardless of the “vehicle width”.

Outline proposal for an Addendum 2 to M.R.1. to include specifications of the 50th percentile WorldSID side impact dummy.

Proposals to modify UN Regulations 10 and 14 to address requirements under Australian law.

Request to move UN R44 on child restraint systems to the “B list” of regulations (eventual consideration for inclusion in the whole vehicle type approval) from the “A list” of regulations identified for use in the first phase implementation of the IWVTA system.

Proposal to raise the voting threshold required under the 1958 Agreement to approve a given text (e.g., new UN Regulation or amendment of an existing regulation) from the present two-thirds majority (achievable by the EU vote alone) to a four-fifths majority.

The scope of the new Global Technical Regulation on Pole Side Impact includes vehicles of category N1 (limited to GVM < 3.5 t) and vehicles of category M1 (without mass limit). However, the vehicle fleet includes a small number of M1 vehicles with a GVW > 3.5t which are based on vehicles of category N2, N3, M2 or M3. Based on the OICA proposal (document GRSP-56-12) and ensuing discussions, Australia proposes to limit the scope of the GTR to both M1 vehicles under 3.5 t maximum vehicle mass and to certain N1 vehicles based on geometric measurements.

Proposed text to explain procedures for the withdrawal or revocation of a whole vehicle type approval, including differences between a universal (U-IWVTA) approval and a limited (L-IWVTA) approval.

Australia Road Research Board (ARRB) Internal Report related to ISO/TC22/SC15/WG4 N 535 Annex 5.

Australian proposal to adapt UN R14 to current Australian child restraint system anchorage requirements within the context of enabling the use of UN R14 within the international whole vehicle type approval system.

Australia wishes to accept the new full-width rigid barrier crash test regulation (expected as UN R137) as an alternative to its ADR 69/00; however, Australia wishes to avoid possible confusion over the use of an airbag deactivation device (such as used to turn off an airbag when a child seat is used in the front seat). Therefore, Australia proposes to clarify the provisions of UN R16 to avoid misunderstandings or misuse of such devices along the lines of requirements found in Euro NCAP and US FMVSS 208.

Proposal to insert provisions for vehicles equipped with manual airbag deactivation devices, especially to ensure that vehicles meet performance requirements regardless of the airbag activation setting and to specific requirements for airbag status reminders and telltales.

Proposal to clarify the purpose of UN R139 which was originally established through the extraction of brake assist system (BAS) provisions from UN R13-H on brake systems. Within the context of UN R13-H, the BAS provisions were written to assess performance in cases where a vehicle was fitted with a brake assist system. As a stand-alone regulation, UN R139 applies only to vehicles that are equipped with BAS. Therefore, this supplement proposes to refine the text to remove the “if fitted” language and ensure that UN R139 can only be applied to a vehicle equipped with a BAS.

Proposal to remove “if fitted” language from the text to clarify that UN R140 can only be applied to a vehicle equipped with a ESC system. UN R140 was originally established through the extraction of electronic stability controls (ESC) provisions from UN R13-H on brake systems. Within the context of UN R13-H, the ESC provisions were written to assess performance in cases where a vehicle was fitted with an electronic stability control system. As a stand-alone regulation, however, UN R140 applies only to vehicles that are equipped with ESC. The proposal also would correct an apparent error in to Annex 4, paragraph 2.1. where the reference to “ISO 15037 Part 1:2005” should read “ISO 15037 Part 1:2006”.

Proposal to clarify that UN R140 does not mandate the installation of electronic stability control systems (ESC) on vehicles but rather specifies requirements for the approval of vehicles should they be equipped with an ESC system.

Proposal to clarify that UN R139 does not mandate the installation of brake assist systems (BAS) on vehicles but rather specifies requirements for the approval of vehicles should they be equipped with a BAS system.

Proposal concerning deactivation of AEBS related to use of front-mounted devices (e.g., snow plow).

Proposal to exempt external status indicator lights (e.g., in mirror lamps for blind spot sensor, status of refrigerated trailer cooling systems, trailer REESS status indicators, tyre pressure indicators, ABS status indicator) from UN R48 while specifying permissible colors and behaviors to avoid confusion with police, emergency, and other priority-vehicle lighting.

Proposal to correct drafting errors within the 06 and 07 series of amendments.

The current format of the type approval mark illustrated in Annex A3 is not consistent with the requirements of Section 5.2.1, which may unintentionally lead to approval marks not being issued or accepted in the correct format. The proposed amendment to Annex A3 aligns the illustrated approval marks with the requirements of Section 5.2.1 and Schedule 4 of Revision 3 of the 1958 Agreement. This proposal is available with tracked changes in a pdf version and in a .docx format.

This paper has been submitted by the expert from Australia to clarify with the GRE if/where lamps other than those defined/specified in UN Regulation No. 48, including external optical signals to indicate the operating status of a trailer system, can be fitted to vehicles in conformity with this Regulation.

Proposal to facilitate effective functioning of the LDWS fitted to Australian supplied vehicles of category M₂, M₃, N₂ and N₃ primarily used under highway conditions.

Proposal to address cross-referencing issues in UN Regulation No. 79 with respect to UN Regulation No. 130 (Lane Departure Warning System), especially with regard to Australian lane marking specifications.

Proposal to address cross-referencing issues in UN Regulation No. 79 with respect to UN Regulation No. 130 (Lane Departure Warning System), especially with regard to Australian lane marking specifications.

Proposal to facilitate effective functioning of Lane Departure Warning System (LDWS) fitted to Australian supplied vehicles of categories M₂, M₃, N₂ and N₃ primarily used under highway conditions.

This paper seeks to clarify the expected approval process to be utilized by Contracting Parties concerning UN Regulation No. 131 which requires Contracting Parties applying UN R131 and UN R152 to recognise approvals to either Regulation as equally valid for vehicles of category M₂ and for those of category M₃/N₂ with a maximum weight below or equal to 8t and equipped with a hydraulic braking system.

Proposal to facilitate a consistent approach across all Contracting Parties for Emergency Lane Keeping Systems (ELKS) covering vehicles of category M₁ and N₁.

Proposal to clarify requirements in the scope requesting for reciprocal recognition with UN R152 (Advanced Emergency Braking System (AEBS) for M1 and N1 vehicles).

Proposal to clarify the type-approval process concerning the reciprocal recognition of approvals to UN R131 and UN R152 (i.e., the conditions under which Contracting Parties applying both regulations are required to accept approvals under either regulation as equally valid for vehicles of category M₂ and for vehicles of category M₃/N₂ with a maximum weight below or equal to 8t and equipped with hydraulic braking).

Proposal to facilitate a consistent approach across all Contracting Parties for Emergency Lane Keeping Systems (ELKS) covering vehicles of category M₁ and N₁.

Proposal to facilitate a consistent approach across all Contracting Parties for Emergency Lane Keeping Systems (ELKS) covering vehicles of category M1 and N1. Currently the European Union mandates ELKS through EU Regulation 2021/646. This document proposes to align UN R130 with the EU regulation.

Proposal to clarify requirements in the scope requesting for reciprocal recognition with UN Regulation No. 152 (Advanced Emergency Braking System (AEBS) for M1 and N1 vehicles).

Proposal to clarify requirements in the scope requesting for reciprocal recognition with United Nations Regulation No. 131 (Advanced
Emergency Braking Systems (AEBS).

Proposal to establish a UN Regulation based on EU Regulation 2021/646 to address collisions involving unintentional lane departures. An ELKS is defined as a system combining a lane departure warning system (LDWS) and a corrective directional control function (CDCF).

Proposal from Australia, France, Germany, Italy, Japan, Republic of Korea, the Netherlands, Spain, the United Kingdom and the European Commission to introduce the term and definition of “common space”, provisions for ensuring the confidentiality of intellectual property, and to note exemptions for existing approvals with regard to the provision “to allow egress” in the approval Communication form.

Proposal by Australia, France, Germany, Italy, Japan, Republic of Korea, the Netherlands, Spain, the United Kingdom, and the European Commission to revise requirements on thermal propagation and the approval of electric powered vehicles.

Proposal to transpose EU Regulation 2021/64 into a new regulation under the 1958 Agreement on the mutual recognition of type approvals.

Proposal for amendments to enable the application of UN R28 to ADS vehicles.

Proposal to resolve issues with accepting the approval of M₂, M₃ and N₂ vehicles to R152.

Proposal for a new UN Regulation on uniform technical prescriptions concerning approval of a vehicle type with a Driver Drowsiness and Attention Warning (DDAW) system.

Proposal to increase the usability and safety of the system and to ensure that the technical requirements reflect the latest system capabilities.

Proposal to correct errors in the text of the 02 series and its supplements.

Proposal to:

1. Clarify that the PBC values listed in para. 2.14. are minimum values,
2. Align the collision-warning requirements of para. 5.2.1.1. with those for the pedestrian and bicycle scenarios under paras. 5.2.2.1 and 5.2.3.1., and
3. Clarify para. 5.2.1.2. based on feedback from a recent public consultation in Australia.

Proposal to increase the usability and safety of the ELKS and to align the technical requirements with technological progress:

• Ensure that an ELKS is not adversely affected by magnetic or electrical fields
• Clarify when the system shall automatically deactivate to prevent unintended consequences, which should be at least detailed in the vehicle’s operating instructions as a minimum
• Include dashed lane markings for CDCF and road edges for ELKS, ensuring all systems fitted meet the highest safety standards and utilise the latest technology to prevent unintended lane departures 1
• Include the latest lane markings located in Annex 3 to UN Regulation 130. This is important as the 01 series of amendments to UN Regulation 130
  includes Australian lane markings, ensuring compatibility
• Eliminate the option for an acoustic warning for LDWS to reduce confusion with the CDCF intervention acoustic warning required in paragraph 6.6.4.
• Correct minor grammatical errors
• Enhance usability by establishing system response limits, where recent research has highlighted the prevalence of consumers turning these lifesaving systems off
• Ensure consistent and repeatable testing.

The initial regulations for Driver Drowsiness and Attention Warning and Advanced Driver Distraction Warning systems were adopted at GRSG-130 and WP.29-198. DDADWS is developing 01 series regulations, with workshops and online meetings planned. The group seeks a mandate extension to October 2028 to complete 01 series development, with proposed submission for approval to GRSG-136.

Proposal to extend the mandate of the DDADWS informal group until October 2028 to enable development of new (01) series of amendments to the original texts of the driver drowsiness and driver distraction warning systems regulations.

Proposal to correct cross-references in UN R73. The amendments modify paragraphs 12.1, 15.1, and Annex 3, paragraph 2.4 to replace incorrect paragraph citations with accurate ones. The corrections address invalid references that do not exist or lack contextual relevance. The changes do not increase requirement stringency.

Proposal to correct cross-references in UN R73. The document amends paragraphs 12.1, 15.1, and Annex 3 paragraph 2.4 to correct invalid or non-existent paragraph references. Changes include updating references from paragraphs 12.4.4 and 15.2.4 to 12.4.2/3 and 15.2.2/3 respectively, and replacing the non-existent paragraph 2.8 reference with paragraph 12.10. The corrections do not increase requirement stringency.

Proposal to introduce clarifications and references to lane markings, including ELKS effectiveness not be adversely affected by magnetic or electrical fields per UN R10 05 series, vehicle operating instructions include situations where ELKS is automatically deactivated, referencing lane markings in UN R130 01 series amendments in paragraphs 6.5.2, 6.6.2.1, 7.2.1, and 8.2.1, amending tyre pressure and warning threshold test procedures, and inserting transitional provisions (May 2027-May 2029).

Proposal to amend paragraph 2.14. to clarify that road surface friction coefficient of at least the specified Peak Braking Coefficient represents minimum values; amend paragraph 5.2.1.1. to align collision warning requirements with pedestrian and bicycle scenarios, requiring collision warning no later than 0.8 seconds before emergency braking or at braking start if anticipation time is insufficient; amend paragraph 5.2.1.2. to clarify that emergency braking involves a braking demand of at least 5.0 m/s² to the service braking system, permitting higher demands during collision warning for short durations.

Proposal to amend paragraph 5.4.2.3. of the 01 series of amendments and the original version to UN R152 to require at least two deliberate actions by the driver where automatic deactivation of the AEBS function is a consequence of the driver manually switching off the ESC function of the vehicle. Footnotes 2 to 8 in the 01 series are renumbered to accurately reference correct footnotes. This revision addresses GRVA-24-04.